Railroad gate



Sept. 18,1923.

H. BROWN RAILROAD GATE 7, Braid 'll WITNESS:

H. BROWN RAILROAD GATE Sept. 18

Original Filed Oct.

INVENTOR Sept. 18, 1923.-

PL BFRDVVN RAILROAD GATE Original Fild Oct. 6. 1922 Sheets-meet 5 5 INVENTOR Sept. 18,1923; H. BROWN RA'ILROAD GATE 8 Sheets-Sheet 4 'Original Filed Oct. 6. I922 fifif'owil. INVENTOR I s t. 13,1923. BR'OWN 4 RAILROAD GATE- 8 Sheets-She et 5 v Briginal Filed Oct. 6. 1922 Efirown I mvE'N'ToR ATTORNEY WITNESS:

1 468278 Sept. 1923 H. BROWN RAILROAD GATE Original Filed Oct. 6, 1922 a Sheets-Sheet 7 W fizz M A I I'ORNEY Sept. 18,1923,

|-|. BROWN 1468278 RAILROAD GATE INVENTOR h S a V A E- v/IX .W

2 I 2 9 l 6 v c o d e l 1 F l WITNESS:

Patented Sept. 18, 1923.

UNITE sr'rss Means PATENT o nce;

Bunsen BROWN, or onroeeo, minors;

RAILROAD GATE.

Application filed OctoberG, 1922, Serial No. 592,786. Renewed August 13, 1923.

Z '0 all whom it may concern:

Be it known that I, HUDSON BROWN, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented new and useful lm-' provements in Railroad Gates, of which the following isa specification. V j i The present invention has reference to a railway crossing gate. 7 I r The object is to produce a'simple means whereby a gate will be automatically swung to road closing position by a. train approach-- ing a crossing and returned to open the roadway after the train has passed the crossing. I

The foregoing, and many other-objects which will appear as the nature of the invention is better understood, may be accomplished by a construction, combination and operative arrangement of parts suchvas is illustrated by the drawings. understood, however, that the drawings merely illustrate a satisfactory embodiment of the. improvement and that I am entitled to allchanges therefrom and to such mo-difi cations as fall within the scope of tllGClZl-lnlSu In the drawings V Figure 1 is a top plan view of theimprovement.

Figure 2 is a side elevation, with the gate in its elevated position.

Figure 3 is a similarview'with thev gate in its lowered position. 7 Figure 41- is a; sectional view approximately on the line 4-4 of Figure 1, on an enlarged scale.

Figure 5 ls an enlarged sectional view approximately on the line 5-5 f Figurel.v

Figure 6 is a similar view showingone of the springs depressed by'a wheel of the rolling stock. 7

Figure 7 is a plan view of the construction shown in Figure 5.

Figure 8 is a view showing the wheels of a truck engaging the spring, the rails being in section.

Figure 9 is a transverse section showing the gate open.

Figure 10 is a. similar view with the gate closed. 7 Figure 11 shows the application of the improvementon a doub e track. Y

Figure 12 is a view similar to Figure 11,"

It is tobe 01m I a .c

Figure 15 1s anelevationof the com-pensating means. 1 v

Figure 16 is;;a View showing a means Figure 1 1 isa similar view with the gates whereby the gates be raised on a single 1 track by a train passing the crossing.

In the drawings, the numeral 1 designates arailway track, and 2 aroad crossing the track V Outward of two of the. opposite corners",

square and.v round portions, and one of the square port-ions of each' of the said shafts is disposed between the bearingboxings 5. Secured to one off the square sides of the said portionsvof each of-the' shafts 6 is a' 7 plate 7. These plates are designed to normally rest on upright stop-members 8 that are secured o-n'the platforms 3. On the outer end of each- 0f the plates 7 is a right angular socket 9; In each. of the sockets there issecured a gate10Q Pivoted adjacent the outer end of each gate 10 is a leg 11;

" These legs are designed to contact with the ground and to support the gates when the latter are swungtransversely of the crossing'2.-

At the ends of the shafts 6 nearest the track 1 are bearing boxes 12 that are secured to platforms '3. i-

Ont-he outer square end of each of the shafts 6 is ahead plate 14L, The head plate,

at diagonally opposed points has outstandf Pvot-ally secured toeach of the 15 of there'spective head plates 1 1v are oppo- 'si tely extending rods'ltl. Eachi -of the rods oommrisestwo sections t'liatfare retained in longitudinal alignment by and; connected together with a; helical spring 17. Preferv V ably, the he-lical springs 17 have oneend securedin a socket 18Figure- 41in oneo-fthe sectionsof therod 1 6, andrits other end se-.

cured on the inner portion of a. reduced finger 19 that entersthe socket 18. said fin-- ger being an integral extension of the other rod 16;

The outeren ds of therod16 are loosely connected, aszat 20, to arched fcontact, members 21- l which are:{ preferably in the nature of springsand the said springs 21 are 'disposed adjacent to; but normally below the heads of the rails 22 of the track 1, and at the outer sides of the said rails. v

The contact springs 21 have one of. their ends secured to yoke members 23, and the arms of the yokes are slotted, as at 2 1, and are disposed on the sides of a slidable boxlike member 25. Suitable studs 26 pass through the slots 24 and enter the sides of the box. The box has its floor provided with an angle depressed or cammed portion 27, and in this depression the free end of the contact member 21 normally rests, and as a consequence the said member is retained below the level ot' the head of the rail 22.

Connected by a rod 28 to an outer arched spring contact 29 is the yoke 23. The free end of the spring 29 is secured on a suitable support 30, and the rod 28 is constructed of sections which areconnected by a spring 31. To the end of each of the box members 25 is a rod 32. Each of these rods is constructed of two sections connected by a spring 33. Each of the rods 32 is connected tothe free end of an arched spring contact member 34:. The free end of the spring 34 is secured on a suitablesupport 35. The con nection between therods and all of the spring contact members is in the nature of a loose or swiveled joint. and the spring members 34 and 29 have their central portions normally projected above the level of .the rails of the track 1. The box members rest upon suitable supports, and allot the construction is designed to be protected from the elements either by arranging the same in suitable casings, or by treating the same with a preservative. It is, of course, to be understood that the contact members are necessarily partly exposed, and the operation of the device may be briefly described as follows:

A train approaches the crossing in either direction, and for the sake of convenience we will suppose the train approaches in the direction of'the arrow in Figure 1 of the drawings. As stated. the gate th'row coni tact members 21 are normally below the'level of the trackra-ils, and consequently will not be contactedby the tread portions of the wheels of a train. The wheels, however, will first engage with the contact members 29, depressing the same, causing the rods 30 thereof to slideithe boxes 25 that are connected with the saidrods to bring the free ends of the gate throw contactmembers 21 out ofthe depressions27 and'on to the elevated portion of the bottom of the said box. This brings the members '21 in position to be engaged by the wheels of the passing train. We will suppose the train has passed off of the contact member 21, permitting the same to return'to initial position. The return of this spring expands the rod 30 without sliding the box member 25 to bring the gate throw contact members 21 below the lever or" the track. The car wheels passing on to the contact members 21 will cause the same to exert a pushing action on its rod 16 and turn the shaft 6 one-half of a revolution. This swings the gates to closed position. The wheels of the train now engage with the'track contact members 34, causing said members toexert a pushing action on either one of the rods 32 to influence the boxes to' bring the free ends of the springs in the depressed portions of the boxes. It is to be understood that the leg of the :gateis in contact with the ground, and this movement will simplycause the expansion of the rods 16 without further influencing the gate or, if any influence is exerted, the same will cause the leg to more tightly contact with the ground. The action of the contact members on one side of the crossing will expand the rod 16 of the gate throw contact mem-' here on the opposite sides of the crossing,

but will not otherwise influence the said con- 7 tact members. The train new passes the crossing on to the contact members 3% which will cause the same to exert a pushing action on their rods andmove the box-like members 25 to elevate the gate throwcontact members 21 on the second end of the crossing. When the wheels of the train "travel over the said contact members 25, the latter will be depressed and exert a pulling action on their rods, which willturn the'sha'ft -6 for one-half of a revolution in a direction reversely to that which-it has been first turned, and consequently swing the gate to its open position. 'As the train travels further and engages the next cont-act member 29 the same will, through the medium of its rods move the yoke which influences the boxf like member 25 to return the same toinitial, position, bringing the free end or spr ng in the depressed portionso-f the box. It wil1 thus be noted that the device will operate with equal efficiency when a train travels in either direction on the track, that few'y'simple. strong and eflicient'parts are employed. and thatthe action is entirely automatic.

I have illustrated the application of the improvement on a double track in Figure 12; As the construction is similar tothat previously described, the reference char acters indicating'the parts previously setforth may be considered. applicable to the construct on disclosed in the said figure. The weighted ends ofthe gates automatically swing the sameto their elevated "or non-obstructing position. The shaft couneoting the gates is extended between the rails'of both tracks, one shaft connecting both gates. This shaft is suitably housed;

It will beapparent that a train traveling position, and after leaving the crossing the gates will be returned to initial position.

In Figures 12, 18 and 14, I have illus:

trated a modification in which the number of parts employed is reducedand .the construction generally simplified. In these figures there is arranged at each corner of the crossing 51 opposed gates of a somewhat different construction than those previously described. Each otthese gates includesa gate bar 59- designed, when in obstructing position to rest upon air'cushio-ned rods53 whereby the gates? will'be held horizontally when swung to obstructing position and also whereby injury to the gates and the operating means for the gates will be obviated. A bar 52 of each gate is provided with a bell 52 designed to sound an alarm when the gates are swung, and in addition thereto each gate is provided with a visible signal such as an electric bulb designed to be lighted when the gates are operatedin the night time.

Each gate bar has secured thereto the upper angle end 54 of a lever 55. Each lever has its upper angle-end at its outercorner provided with ears between which there are pivoted extensions 56, and these extensions are designed to rest on'u'prights or posts 57 when the gates are inobstru'cting position, the said posts breaking the hinged joints between the links and lever, whereby the, said gates will be swung angularly substantially in a planewith the levers 55 against the post 57 to support the gates in non-obstructing posit-ion.

Each lever is connected to a shaft 58 arranged longitudinally of the crossing 51 and beneath the rails. of the tracks 59.] The spaced levers are journaled in suitable bearings and each lever, at diagonally opposed points with respect to the crossing has 'se-,

cured thereon a cam head 60. The heads.

60 are preferably constructed of two sections whereby, the same may be bolted around the shafts, and each head has its opposed edge grooved to receive therein the sectional rods 61 and 62 respectively, the connection between the rods 61 and 62 being in the nature of springs 63 so that the said rods are ofa construction similar to that previously described. The opposed rods 61 and 62 are guided in bearings 64 against the outer, sides of the rails of the respective tracks 59 whereby the ends thereof will be effectively sustained in the opposed grooves of the head 60. The rods 61 and 62 are connected' to end s ot" arched springs 65'and 66 respectively, and

the depression of either of these springs will inove'oneot the rods longitudinally to cause the same'to' contact, with the wall of the groove inthe head" 60 and turn one of the shafts so that one of the gatesfo'n eaclr side of the crossing will be brought to obstruct'ing position; .j 1

In order that all of the gates will work in unison I arrange betweenthe tracks 59 shaft notion'transrnittin g means of a particular and peculiar constructionflthe same being. illustrated in detail in Figure 15' of the drawings. On each shaft, the" center thereotthere is secured a anoream heads 67 respectively. Each of" the heads 67" is constructed of two parts bolted together to" effect a connection therebetween and a binding on the shafts. These heads 67 have their confronting-faces grooved, the outer walls.

of the groovesbeing stiz ight and the inner walls thereof being rounded, and these grooves provide pockets for rods and 69 respectively. By reference to Fig.1?) it will be seen that the rods are disposed at opposite angles and while not in contacting engagement, cross each other at the center thereof. Suitable supporting means" isprovided for the rods, and it will beapparent that when onev of the shafts is turned the heads 67 on the said shaft willbe lil'rewise turned to impart a motion to. one of the rods which is forced into' the pocketof the op:

' posed headctto cause the second shaft 58 to turn in unison with the first mentioned shaft. Thus it will be noted that 'atrain traveling in either direction on either of the tracks will simultaneously swing both of the shafts- 58; with the result'that both'of the gates will be operated. Byarranging the arched springs 65 and 66 on' the, sides of the outer railsfof the respective, tracks and at points suitably spaced from the crossing the rim. of a car wheel will conto operate the shafts to swingthevgat'es to closed position and after passing the crossmade up' of few coaches and. the arched springs in ay' be i placed? such distance from pletely passed the'r'eiovr and traveled a distance awaypthere'troin"before the gates are swungto open'p-osition, and therefore I have illustrated in' Figure 16 of? the drawings;

a single track construction in which there is an arched; spring 70- disposed centrally o't-the' crossing and provided with roastetions "l'llconnectedlby a spring 72; the outermost rod being received in the groove of.

' fab iio tact with the arched springnearest thereto 20 the crossing that the trai'n will ha've com- I a cam head 73, similar to that previously described, and the said cam being fined ,on ashaft 74 thatis connected with a gate. Thus when the wheels of the last c-oach pass centrally over the crossing,the arched member will'be operated to swing the shaft to move the gate to-open position. In this connection it is to be understood that the mechanism heretofore referred to is also employed so that gvhile the spring may be constantly depressed by the wheels'of the truck, the same will not influence the gate until the wheels of the truck have ceased to depress the arched spring similar to the springs 65 or 66. i i I It is believed that the foregoing descrip t'ion, when taken in. connection with the drawings will fully setforththe construction and operation of the improvement to those skilled in the art to which this in vention, relates. It is to be understood, as previously stated. that all modifications other than those illustrated may be. resorted to, providing the same fall within the scope of the claims without departing from the spirit of the invention. andit is to be further understood that I am not to be restricted to the precise location of parts and alsothat as much as. possible of the operating parts may be housed to protect the same from weather conditions.

Having thus described the invention, what I claim is: g V

;1.'In a pivoted crossing gate adapted to be operated by a train passing the crossing, gate throw means located to one side of the crossing normally out. of train engaging position, means in advance ofsaid throw means engaged by the train for bringing the throw means to train engaging position and for causing the latter to swing the gate, means between the crossing and the gate throw means for returning the latter to initial position without influencing-the gate, gate throw means on the opposite side of the crossing out of train engagingposition and designed to swing the gate to a sec- 0ndv position, means .betiveensaid throw means and the .crossing' actuated by' the train for bringing the throw means to train engaging position and for swinging the gate, and means actuated by the train arranged outward of the said throw means for returning thelatterto initial position.

2. In a pivoted crossing gate designed t o be operatedby. a train passing the crossing, oppositely extending flexible means connected to the'gateQyieldabIe gate operating means normally out of the path ofengagement .ofthe train connected to said flexiblemeans, y eldable means havingflexible ele-v means thereof adjacent thereto in train engaging position to causethe latter to swing the gate to one position, and when the yield ablemeans between the said throw means and the crossing is contacted by the train to return the throw means to initial position without influencing the gate, and thereafter, when the train passes the crossing and contacts with the yieldable means adjacent thereto to bring the second throw meansin train engaging position to permit of the latter swinging the gate to initial position,

and outer yieldable means, when contacted by thetra'in, designed to return the last mentionedthrow means to initial position without further influencing the gate.

' 8. In 'a pivoted crossing gate whichis adapted to "be operated by a train passing the crossing, yieldable throw means located to one side of the crossing, flexible means connecting the throw means with the gate,

and said throw means being normally out of train engaging position, compressible means in advance of said throw means, flexible means associated therewith and connected with means disposed below the throw means and designed when engaged by a train to influence said last mentioned means to elevate the throw means to train engaging position to permit the the latter influencing the flexible means between the same and the gate to.

swing the gate, gate throw means to the opposite'side of the crossing, flexible means hetWeensaid last mentioned throw means and the gate. yieldable means betweenthe last mentioned throw. means and the crossing, flexible means connected therewith and. associated with means disposed. below the throw means and designed when engaged by a train to actuate thclatt'er to bring the throw means to train contacting position vto permit of the latter influencing the flexible means associated therewith for returning the train to'initial' position, and yieldable means arranged outward of the lastthrow means and in the path of contact with the train.

gate, slidable means between the throw eans, means in advance of said throw means and connected with the slidable means designed to be engaged by the train for operating the slidable'n ieans and bring the throw means to train'engaging positionto cause the latter hen engaged by the train to swing the gate to 1 one position, means between the throw means and the crossin connected with the slidable means for in uencing the latter when engaged'by a train, to return the throw means to initial position Without influencing thegate, throw means; comprising an arched spring member at the opposite side of the crossing, yieldable means connecting said throw member with the gate,- slida ble means beneath the throw member and retaining saidthrow member normally out of trainenga-ging position, meansbetween the crossing and the last mentioned throw means and connected with the slidable means in the path of engagement withothe train and designed to influence the slidable means to bring the throw means to train engaging position toperinitof the flexible gate, a head on the outer end of the shaft,

flexibly connected rods pivoted at opposite points to the head, arched spr1ngs,compris-' ing gate throw members loosely connected to the respective rods, slidable members below the free ends of springs having depressed portions receiving the said ends therein whereby to sustain the spring members below train engaging position, arched spring members between the crossingjand the throw members, and in train engaging position, yieldably connected rods between said spring members and the slidable gate throw supporting members. arched. springs disposed outward of the gate throwing springsand in the path of contact with the train, flexibly connected rods loosely associated therewith, and means carried by said rods and loosely connected with the slidable gate throw spring supporting means, all as and for the purpose set forth.

6. In a railroad crossing gate, spring connected sectional rods disposed along the outer rails of tracks and also across the crossing, arched springs connected to the outer ends of said rods for contacting engagement with the tread of the wheels of railway stock approaching the crossing from either direction for imparting successive longitudinal movement to said rods in. opposite direction, shafts, one of which being turnedby one of said rods, means between the shafts for transmitting motion from one to the other, and crossing gates secured to and operated by said shafts:

7. In .a railroad crossing gate, sectional spring connected rods disposed in bearings;

along the outer sides of the railsof the tracks, arched springshaving their. outer ends fixedly supportedand theiri-nner ends connected to the respective rods, said springs being in the path of: contacting engage,

ment with the tread surfaces of a rolling stock, spacedshafts journaled longitudinally at the railway' -cr os sing,jgrooved headed memloers thereon receiving in the grooves thereof the confronting endsof the. respective shafts andin contacting engagement with the end walls of said grooves whereby when either spring is depressed-the rods will exert apressure against the heads to turn one of the shafts, means loosely arranged between the-shafts for transmitting motion from one to the other shaft, angle-levers secured to the shafts to the outer sides of the tracks, gates secured thereon, posts to the rear of the gates, links'pivoted to the angle levers designed for contacting engagement iwith the posts, and buffer members for the gates when the latter are in closed position, as set forth.

1 8. In a railway crossing gate, rods journaled in bearings to'the outer sides of the rails, each of said rodsccomprisingsections,

springs connecting. said sections, arched springshaving one end fixedly secured to a support and their other end pivotally connected with the respective rods, said springs being'in the path of contact with the wheels of 'a' rolling stock and designed upon depression to move one of the rods longitudi:

nallyx in the direction of the crossing, shaftsjournaled transversely of the rails at the crossing, means on the shafts for contacting engagement, with one of the rods for swinging said shafts, means between the shafts for transmitting motion from one shaft to the other, gates secured on the shafts outward of the tracks and operative by the turning of said shafts to obstructingand to non-obstructing positions, and signal means on said gates.

9, In a railway crossing gate, sectional spring connected rods journaled in bearings to the outer sides of the rails of the track, arched springs having their outer ends secured and their inner ends connected to the respective rods, shafts journaled transversely of the track at the crossing, a grooved headed member on each shaft receiving therein the confronting ends of the mentioned rods'and designed when either j rod is moved longitudinally by the depression of one of the arched springs by contactwith the wheels of a rolling stock, to'turn.

one of said shafts, slotted headed members arranged in spaced'pairs and secured on the shafts intermediate of the tracks, oppositely directcd'angle rods in the grooves of each 'of said headed members whereby when either shaft is turned to impart a like motion to the second shaft, and gates operated on the turning of said shafts.

'10. In a railway crossing gate, spring connected sectionalrods disposed to the sides of the track, arched springs having their outer ends secured and their inner ends connected to the opposed pairs of sectional rods, said springs being in the path of contact with the Wheels of a rolling stock whereby a longitudinal movement Will he delivered by the expansion of a spri'ng to one of the rods;

spaced shafts journaled transversely ofthe turning movement in opposite directions is imparted to the shafts, gates on the shafts,

and means between the shafts at .the crossing for imparting motion to the shafts independent of the first mentioned means. i

In testimony whereof I affix my signature.

' HUD-SON BROWN 

